Side guide, side guide group, cargo deck, aircraft

ABSTRACT

A side guide for guiding and/or holding cargo items, in particular containers and/or pallets, in an aircraft, comprising a fastening rail extending in the longitudinal direction (v), at least one side guide device, which can be fastened to the fastening rail in the longitudinal direction (v) at different positions (A, B, C, D) and at least one first and at least one second fastening device for fastening the side guide to a cargo deck of the aircraft, in particular in a perforated rail. The first fastening device engages around the fastening rail and/or engages in the fastening rail in such a way that the first fastening device can be displaced in the longitudinal direction (v), in particular relative to the second fastening device.

The invention relates to a side guide for guiding cargo items, a sideguide group having a plurality of corresponding side guides and a cargodeck or aircraft equipped with a corresponding side guide or side guidegroup.

It is well known that aircraft cargo holds are frequently modified fordifferent purposes. For example, it may be necessary to configure acargo deck depending on the cargo items to be loaded. Cargo items, e.g.containers or pallets, with standardized dimensions are used fortransporting cargo in aircraft. For example, there are the followingstandard sizes for containers/pallets: 223.5 to 317.5 cm (88 inches×125inches), 243.8 cm to 317.5 cm (96 inches×125 inches), 223.5 cm to 157.5cm (88 inches×62 inches), 153.4 to 156.2 cm (60.4×61.5 inches), 119.3 to153.4 cm (47×60.4 inches) and various combinations thereof. In themilitary sector, pallets measuring 274.3 cm to 223.5 cm (108 inches×88inches) are used. For particularly large cargo items, pallets with 243.8to 497.8 cm (96×196 inches) or 243.8 to 605.8 cm (96×238.5 inches) areused, for example. The latter are also referred to as 16 ft or 20 ftpallets and are based on the standard sizes of ISO668 (Intermodal)containers for sea freight or truck freight. Side guides mounted on thecargo deck are used to hold and guide such standardized cargo items. Inorder to achieve optimum utilization of a cargo hold, it is necessary tooffer a wide range of configuration options, with a high priority onfast conversion of the cargo deck. Suitable side guides must be quickand easy to install and reconfigure, as the cost of operating suchaircraft is very high. Furthermore, the configuration should be veryeasy to carry out, as the personnel, who carry out thesereconfigurations, often did not have any training or only poor trainingfor the cargo decks used. In addition, the side guides must be veryrobust, since they are exposed to very high loads and gentle handlingcannot be required due to the high time pressure during loading andunloading.

A cargo deck with corresponding side guides is often exposed tomoisture, high temperature differences, dust and other raw influences. Adefective cargo deck—even a defective functional element (roller, guide,latch, claw) of the cargo deck—can lead to the fact that the parkingspace cannot be used or in the worst case the corresponding aircraftcannot be used for several days. Such a failure is very expensive.

The loading of the cargo deck of an aircraft is clearly noticeable inthe total weight of the aircraft so that it is desirable to save weighthere.

Side guides are known from EP 1 179 472 A2, which make it possible toreconfigure a cargo deck quickly and easily so that different cargoitems with different dimensions can be loaded. The side guides usedthere can be partially lowered for this purpose, so that other sideguides assume the guiding and fastening function. A disadvantage of thecargo deck described in EP 1 179 472 A2 is that the configuration issometimes very complex. In addition, a variety of functional elements,e.g. side ledgers, longitudinal ledgers, PDUs, have to be provided forthe different configurations of the cargo deck, all of which have a veryhigh overall weight.

From the DE 102010036983 a generic side guide is known.

It is an object of the present invention to provide a side guide for acargo deck that allows a variety of different configurations, which isrobust, easy to operate and, when loaded, results in a lightweight cargodeck. In addition, a corresponding side guide group and a correspondingcargo deck are to be provided.

A further challenge in this field of technology is that aircraft areused in different ways during their service life. For example, modernaircraft are often used to transport passengers, so that seats forpassengers are located in the upper deck area and the lower deck area isequipped to receive cargo. These aircraft are sometimes converted,wherein the passenger deck is also converted into an upper cargo deck,so that cargo items, in particular pallets and containers, can beaccommodated here as well. With such a conversion, the seats are removedand the floor panels are dismounted. Afterwards existing seat rails arereplaced and partly new seat rails are attached. It is also common toattach seat rail part segments in order to attach functional elements,such as side guides or other latches, within the seat rails orperforated rails. A corresponding conversion is complex and expensive.It is therefore a further object of this invention to make such aconversion as simple as possible and to equip aircraft with a cargo deckthat is as functional as possible, while always trying to keep theweight of the cargo deck as low as possible.

The said objects are solved by the subject matter of the inventionsdisclosed herein.

In particular, the objects are solved by a side guide for guiding and/orholding cargo items in an aircraft, wherein the side guide comprises:

-   -   a longitudinally extending fastening rail;    -   at least one side guide device which can be fastened        longitudinally to the fastening rail at different positions,    -   at least two fastening devices for fastening the side guide to a        cargo deck of the aircraft, in particular in/on a perforated        rail,        wherein the at least one of the fastening devices engages around        the fastening rail and/or engages in the fastening rail in such        a way that the first fastening device can be displaced in the        longitudinal direction, in particular relative to the second        fastening device.

Side guides in aircraft are usually used to guide cargo in thelongitudinal direction (x-direction) of the aircraft (from bow to stern,or from stern to bow). During flight, they absorb forces transverse (y-and z-direction) to the longitudinal direction and hold the cargo inposition.

One idea of the present invention is that the side guide device, whichperforms the actual guiding and holding function of the side guide, isdisplaceably mounted in a fastening frame. The side guide device cantherefore assume different positions to hold and guide cargo items ofdifferent dimensions. This eliminates the need for numerous side guidedevices, which need to be located at different positions within thecargo deck. Preferably, the at least one side guide device can be movedalong the fastening rail.

Another idea of the present invention is that the fastening deviceengages around the fastening rail and/or engages in the fastening railin such a way that the fastening device can also be displaced in thelongitudinal direction. The fastening device can, for example, be afastening base that engages in corresponding perforated rails withcorresponding pins or strips to fix the fastening rail to the cargodeck. The displaceability of the fastening device has variousadvantages. On the one hand, side guides equipped with correspondingsliding fastening devices can be mounted more easily on the cargo deck.In addition, appropriately equipped side guides can be used at a varietyof points. For example, the cargo hold in the tail of the aircraft canbe narrowed, so that other distances between perforated rails arespecified. The same side guide can also be used there due to thedisplaceability of the fastening device.

From a manufacturing point of view, corresponding side guides can bemanufactured industrially and used for a large number of differentaircraft.

The use of a fastening rail instead of a fastening frame or a U-profilehas the further advantage that a highly functional side guide can beprovided at very low weight. Due to the use of the fastening rail, it isalso possible to reduce the overall height of the side guide, at leastin the region free from the guide device.

In a preferred embodiment, at least one first and at least one secondfastening device are provided for fastening the side guide in aperforated rail on a cargo deck of the aircraft.

In another preferred embodiment, the at least one first fastening deviceengages around the fastening rail and/or engages in the fastening railsuch that the first fastening device is relatively displaceable in thelongitudinal direction relative to at least one second fastening devicein order to adjust the side guide to different distances of theperforated rail.

In one embodiment, the at least one first fastening device can be movedback and forth in a rear area of the fastening rail and the at least onesecond fastening device is fixed longitudinally relative to thefastening rail so that the fastening rail is aligned parallel to thetransverse direction of the aircraft (y-direction) when the perforatedrails are arranged inclined.

In one embodiment, the fastening rail has a cross-section of a double-Tbeam. The top section of the T-beam can be used to form a positive fitto the at least one side guide device. The lower section of the T-beamcan provide an appropriate positive fit with one or more fasteningdevices. The individual T-beams of the double T-beam thus help toefficiently transfer tensile loads (z-direction) into the structure ofthe aircraft. Furthermore, this embodiment allows the displaceability ofthe fastening devices as well as that of the at least one side guidedevice to be ensured.

According to the invention, the double-T beam cross-section can also bedefined as an X cross-section. In other words, the crossbeams of theindividual T-beams do not necessarily have to run parallel to each otherover their entire length but can have a certain inclination, especiallyin the middle.

In one embodiment, at least one of the fastening devices is fastened tothe fastening rail via a positive fit with (side) play in such a waythat the fastening rail can be rotated relative to the fastening devicefrom a basic position. The twistability can be such that a twist of atleast 10° or of at least 20° is possible in relation to the basicposition. This rotation can take place in both the plus and minusdirection.

According to the invention, the basic position can be defined in such away that the fastening device extends essentially transversely to thefastening rail. If the fastening device snaps into a perforated rail,the perforated rail forms a right angle with the fastening rail in thebasic position.

The play when engaging in the fastening rail allows it to rotate inrelation to this basic position.

The degrees of freedom achieved in this way can be used to also anchorthe side guide according to the invention in perforated rails orperforated rail segments that do not run in the longitudinal directionof the aircraft. As already explained, the cargo hold narrows in therear area, so that correspondingly inclined perforated rails can beprovided.

It is possible to design at least one side guide device in such a waythat it can be removed upwards (z-direction) and fixed in anotherposition. Preferably, however, a positive connection with the fasteningrail is produced in at least one side guide device, so thatdisplaceability is only provided in the longitudinal direction of thefastening rail. The at least one side guide device engages around thefastening rail and has the cross-section of a C-profile in the lowerarea. However, it is still possible to replace the side guide device bypushing the side guide device over one of the ends of the fasteningrail. This ensures easy maintenance or replacement of the side guidedevices. According to the invention, once the fastening rails have beeninstalled, they can be equipped with different side guide devices inorder to be able to offer different configurations.

In one embodiment, the side guide has at least one guide roller, whichis mounted in the fastening rail so that it is mounted to be rotatablymovable about an axis of rotation. The axis of rotation extendsessentially parallel to the longitudinal direction of the fastening railso that cargo items can be transported or guided transversely to thefastening rail. To accommodate the guide roller, optionally with ahousing, the fastening rail in a preferred embodiment has a recess openat the top, for example in the form of a V-profile. The housing of theguide roller can have a corresponding shape, especially a V-shape.

Depending on the embodiment, the guide roller or the axis of the guideroller may or may not be connected to the side guide device. In oneembodiment, the housing or a housing of the guide roller is an integralpart of the side guide device. In another embodiment, the guide rollercan be removed together with the housing and inserted in such a way thatlongitudinal displacement of the guide roller is no longer possible.

The side guide therefore has at least one guide roller, whichfacilitates the transport of the cargo items. This guide roller thusoccupies different positions, as does the side guide device. A largenumber of guide rollers can be saved by the movable bearing of the guideroller. Furthermore, a modern cargo deck is so tightly fitted withfunctional elements (e.g. side guides, guide rollers, bolt claws, PDUs)that it is often difficult to find the right place for the necessaryfunctional elements on the cargo deck. By purposefully saving on guiderollers and side guide devices according to the invention, a cargo deckcan be produced that allows an even greater number of differentconfigurations.

The side guide may include at least one locking device for locking theside guide at at least two different positions on the fastening rail. Itis possible to design the side guide according to the invention in sucha way that it can be moved into an area in which it performs thefunction of a stop during loading and unloading to protect the structureof the aircraft. This function is used especially in the cargo doorarea, e.g. the upper cargo deck, when cargo items, e.g. containersand/or pallets, are to be loaded by “pure turning”, which are longerthan the cargo door width. In this case, the side guide devices shall bepushed outwards as far as possible relative to the cargo door, close tothe outer skin of the aircraft, in order to obtain as large a turningarea as possible.

The locking device can include latching elements and counter-latchingelements at defined positions on the fastening rail. Appropriatelydesigned latching elements and counter-latching elements allowpre-defined positions to be taken by the side guide devices. Thesepositions can be selected in such a way that cargo items with predefinedstandard dimensions can be guided. In this respect, these latching andcounter-latching elements facilitate the engagement of a specific presetconfiguration.

The locking device may include at least one fastening pin insertedthrough holes in the fastening rail. In one embodiment, these holes runin the arranged state of the side guide in the longitudinal direction ofthe aircraft—i.e. transversely to the longitudinal direction of thefastening rail.

The fastening pin can be a ball locking pin that locks in place wheninserted, preventing the fastening pin from slipping out due tovibrations, for example. The locking mechanism can be released by meansof a button on the head of the pin so that the fastening pin can beeasily removed.

In one embodiment, at least one side guide device can be fixed in aposition relatively close to the end of the fastening rail. For example,it can be fixed within 5 cm of the end of the fastening rail. Byspecifying an appropriate fixation position so far outside—close to theaircraft skin—it is possible, for example, to provide so much space inthe loading and unloading area that the cargo can be easily rotated inthis area. At the same time, however, the guiding device serves as astop to protect the aircraft structure.

The fastening rail can have a maximum width of 10 cm, in particular amaximum width of 8 cm. In one embodiment, the fastening rail is onlyapprox. 6 cm wide.

The fastening rail can have a fastening length of at least 15, 20, 30 or50 cm. Longer embodiments (e.g. 1 m to 1.5 m) are also conceivable. Inthis case, the fastening rail spans at least two, preferably three ormore perforated rails. In such cases, the fastening rail is fastened toeach crossed or spanned perforated rail by means of the necessary numberof fastening devices. In one embodiment, the fastening rail is thereforerelatively long, so that the fastening points in which the fasteningdevices are attached can be relatively far apart. Although this causesthe fastening rail to become heavier due to its length, it is possible,when retrofitting an aircraft, to avoid having to provide additionalperforated rails or seat rails for the side guides, as a result of whichweight can be considerably reduced. In one embodiment, perforated railsare only provided for fastening the side guide where longitudinal beamsare located.

One of the side guide devices may comprise a stop and/or a bolt claw,which is/are fixed to the fastening rail in such a way that the stop orbolt claw can be pivoted from a raised working position into a loweredrest position. In this respect, it is not only possible for the stop orthe bolt claw on the side guide device to assume different functionalpositions in order to guide and hold the cargo items in these. Inaddition, the stop or the bolt claw can be lowered so that freight canpass over them. This allows further configurations of the cargo deck tobe ensured. A cargo deck can be created that can be flexibly adapted forlocking different cargo item sizes. This also makes it possible tocreate a cargo deck that has no (protruding) side guides and can becovered by one or more panels, e.g. for loading from a vehicle.

In one embodiment, the side guide has two side guide devices, whereinthe internal side guide device can be pivoted between the workingposition and the rest position.

The side guide device can be attached to the fastening rail so that itcan rotate about a pivot axis.

The stop or the bolt claw on the side guide device can have inclinedsurfaces on at least one side in order to move it from the workingposition to the rest position when a piece of cargo passes over itlaterally.

The side guide device may include at least one bolt claw for at leastpartially engaging around the cargo items.

The bolt claw can be spring-mounted to the fastening rail. In thisrespect, it is possible to absorb the forces acting on the bolt clawresiliently and transfer them to the cargo deck via the fastening rail.

In one embodiment, at least one fastening device is equipped in such away that it can be inserted obliquely into a perforated rail andanchored there by lowering it into the horizontal plane. For example,the at least one fastening device may have a strip for inserting thefastening device into the perforated rail along a direction of insertionand at least one pin opposite the strip for securing the fasteningdevice against displacement transverse to the direction of insertion.The fastening device is preferably designed in such a way that theopposite pin sits in a hole in the perforated rail in the arranged stateof the side guide.

In one embodiment, at least two of these pins are provided opposite therail, so that forces acting in the transverse direction can beefficiently transmitted to the corresponding perforated rail.

The above object is also solved by a side guide group, wherein this sideguide group comprises a plurality of side guides as already described,wherein the side guide devices of the individual side guides have atleast one common profile rail slidably attached to the fastening rail.The rail can be rigidly or detachably connected to the individual sideguide devices and guide the cargo items.

The rail may have bolt claws, preferably of different types. Since thecargo items differ not only in their transverse dimensions but also intheir longitudinal dimensions, it is advantageous if the rail extendsover longer sections. In this respect, suitable functional elements, inparticular bolt claws, can be provided in such a way that a suitableholder is available for each cargo item. The bolt claws can be arrangeddirectly above or offset from a corresponding fastening frame. It istherefore possible to select the position of the functional elements inthe longitudinal direction of the aircraft independently of the positionof the fastening rails. In addition, a rail can accommodate a largenumber of different bolt claws, which are preferably arranged atdifferent distances from each other.

A corresponding side guide group is particularly advantageous in theloading and unloading area, as the freight can enter the cargo hold atan angle.

Furthermore, the object is solved by a cargo deck having at least one ofthe described side guide groups and/or at least one of the describedside guides.

The advantages for a corresponding cargo deck are similar to thosealready described in connection with the side guide or side guide group.

The objects outlined at the beginning, in particular the easierconversion of a passenger aircraft into a cargo aircraft, are furthersolved by an aircraft according to the inventions disclosed herein.

In particular, the object is solved by an aircraft having a cargo deck,wherein the aircraft comprises the following load-bearing structureelements:

-   Outer skin of the aircraft,-   Frames connected to the outer skin of the aircraft;-   Crossbeams attached to the frames;-   Longitudinal beams attached to the crossbeams;-   Side profiles extending parallel to the crossbeams, in particular    Z-profiles, which are connected (directly) to the outer skin of the    aircraft via shear beams.

According to the invention, the aircraft is equipped with at least oneside guide. The side guide can be one of the side guides as describedabove. The side guide may include a fastening rail extending in thetransverse direction of the aircraft and at least one side guide deviceattachable to different positions of the fastening rail. According tothe invention, the fastening rail may be connected to some of theaircraft's support structure elements via a first fastening point and asecond fastening point, wherein the first fastening point is locatedabove one of the side profiles and the second fastening point is locatedabove one of the crossbeams.

According to the invention, a fastening point can be understood as thepoint or region in which tensile forces (z-direction) acting on the sideguide are mainly introduced into the support structure of the aircraft.Where screws are used for fixing, the fastening point is essentially theregion in which the screw engages the load-bearing structural elements.Where adapters are used as attachment devices which engage in seatrails, the fastening point shall be the region defined by thecorresponding adapter. The fact that a fastening point is located abovean element, for example above the side profile, does not necessarilymean that the fixing cannot take place within this element.

The advantage of the described solution according to the invention isthat in the side areas of the cargo deck where there is a relativelylarge distance between the side profiles and the crossbeams, noadditional seat rails need to be fitted which are not (directly)disposed above the crossbeams.

Weight can be saved by dispensing with corresponding seat rails orperforated rails.

In one embodiment, a distance of more than 15 cm, in particular morethan 20 cm, may be provided between the first and the second or nextfastening point. The first fastening point is preferably providedrelatively close to the outer skin of the aircraft. In one embodiment,the shortest distance between the aircraft outer skin and the firstfastening point is less than or equal to 30 cm. Embodiments are alsopossible where this maximum distance is less than 25 or less than 20 cm.

In one embodiment, the fastening rail is fastened to the side profile atthe first fastening point via a fitting. In addition or alternatively,the fastening rail can be attached to the second fastening point on aperforated rail mounted on the crossbeam.

The use of a fitting allows easy retrofitting of a fastening point.Furthermore, the use of a fitting with a (short) perforated rail segmentcan save considerable weight compared to a perforated rail.

In one embodiment, at least one side guide is arranged in the area ofthe wing box. An arrangement in this area requires a particularly highdegree of flexibility since the presence of the wings in these areas canlead to considerable deformation. The said side guide may, according tothe invention, be connected to a carriage at a first fastening point,wherein the carriage is movably disposed in the transverse direction ofthe aircraft on a projection connected to one of the frames and/or thewing box. Due to the arrangement it is possible that a deformation ofthe frames does not influence the function of the side guide and thecargo deck. The required deformability is guaranteed. Resulting forcesare introduced indirectly (via the frame) or directly into the wing box.

The carriage can have a receptacle extending in the transverse directionof the aircraft in which the projection engages positively. Thereceptacle preferably extends in the transverse direction of theaircraft. The receptacle can have a lubricant and/or an inner liningmade of a sliding material, e.g. polyamide, and/or devices forforce-free movement, e.g. roller bearings, of the projection within thereceptacle, and be formed in a rectangular or square manner.

Another aspect of the invention refers to an aircraft having a cargodeck, wherein the aircraft comprises the following load-bearingstructural elements:

-   -   outer skin of the aircraft,    -   frames connected to the aircraft outer skin;    -   crossbeams attached to the frames;    -   longitudinal beams fastened to the crossbeams;    -   side profiles extending parallel to the longitudinal beams, in        particular Z-profiles, which are connected via shear beams        (directly) to the aircraft outer skin; and    -   at least one side guide, wherein the side guide comprises a        fastening rail extending in the transverse direction of the        aircraft, at least one side guide device which can be fastened        to the fastening rail at different positions, wherein the        fastening rail is connected via a first fastening point and a        second fastening point to load-bearing structural elements of        the aircraft, wherein the first fastening point is located above        one of the side profiles and the second fastening point is        located above one of the crossbeams.

Further advantageous embodiments result from the subclaims.

In the following, the invention is explained in more detail by referenceto the drawings, wherein:

FIG. 1 shows a first view of a cargo deck without panels, wherein aplurality of side guides are arranged;

FIG. 2 shows another view of the cargo deck from FIG. 1;

FIG. 3 shows a detailed perspective view of a side guide in accordancewith the invention;

FIG. 4 shows a side view of the side guide according to FIG. 3;

FIG. 5 shows a view from below of the side guide according to FIG. 3;

FIG. 6 shows a rear view of the side guide according to FIG. 3;

FIG. 7 shows a view from the front of the side guide according to FIG.3;

FIG. 8 shows various different positions that the side guide device ofthe side guide from FIG. 3 can assume;

FIG. 9 shows a detailed view of the rear part of the side guideaccording to FIG. 3;

FIG. 10 shows a further variant of the side guide according to theinvention, as already shown in FIGS. 1 and 2;

FIG. 11 shows a view from below of the side guide according to FIG. 10;

FIG. 12 shows a detailed view of the fastening device from the rear;

FIG. 13 shows a detailed view of the fastening device from the side;

FIG. 14 shows a further view of a cargo deck having a plurality of sideguides, wherein FIG. 14 shows the area of the wing box;

FIG. 15 shows a fastening body for fastening the side guide from FIG.14;

FIGS. 16 and 17 show further views on the fastening body from FIG. 15;

FIG. 18 shows a schematic representation of the fastening body from FIG.15;

FIGS. 19 and 20 show schematic diagrams of a carriage for fastening afitting;

FIG. 21 shows a schematic cross-section through an aircraft fuselagewith upper and lower cargo deck.

In the following description, the same reference numbers are used foridentical and equally acting parts.

Usually, a Cartesian coordinate system is used to provide individualdirections within an aircraft. Here the x-axis extends from the stern tothe bow, the y-axis runs transversely to the x-axis and lies essentiallyin the plane spanned by the wings. The z-axis is perpendicular to the x-and y-axes.

FIGS. 1 and 2 show an upper cargo deck (see FIG. 21). A plurality ofcircular frames 105, 105′, 105″, 105″′ can be seen, on the outside ofwhich the aircraft outer skin 101 is arranged. The frames 105, 105′,105″, 105″′ together with the aircraft outer skin 101 form the fuselageof the aircraft. Inside the aircraft, crossbeams 111, 111′ run along they-axis of the aircraft. The crossbeams 111, 111′ are each attached withtheir ends to one of the frames 105, 105′, 105″ so that the fuselage isstiffened. The upper side of the crossbeams 111 defines a plane (x-yplane) on which the longitudinal beams 112 are preferably arranged atequal distances, e.g. from approx. 50 to 70 cm.

In the immediate vicinity of the frames 105, 105′, 105″, on each side ofthe upper cargo deck 110 and parallel to the longitudinal beams 112, aside profile, e.g. the Z-profile 118, extends parallel to the crossbeams111, 111′ and is connected to shear beams 107, 107′ which are fasteneddirectly to the aircraft outer skin 101. The shear beams 107, 107′ eachextend between two frames 105, 105′, 105″ at an acute angle towards theZ-profile 118. The shear beams 107, 107′ reinforce the network oflongitudinal beams 112 and crossbeams 111, 111′ in such a way that theupper cargo deck 110 can absorb shear forces to a considerable extent.On the load-bearing structure elements described, side guides 10, 10′,10″ designed in accordance with the invention are arranged. The sideguides 10, 10′ are each connected to the structural elements at twofastening points P1, P2 (see FIG. 4). The first fastening point P1 islocated above the Z-profile 118, the second fastening point P2 above thelongitudinal beam 112, on which a perforated rail 114 is mounted. Theside guide 10 thus bridges the gap between the Z-profile 118 and thelongitudinal beam 112, wherein the fastening rail 20 extends parallel tothe crossbeam 111.

FIGS. 3 to 7 show a side guide 10 according to the invention in detail.This differs from the side guides 10, 10′, 10″ shown in FIGS. 1 and 2 bymeans of a second side guide device 40′.

The side guide 10 of FIGS. 3 to 7 comprises a fastening rail 20 on whicha first fastening base 30 is arranged for fastening the side guide 10 atthe first fastening point P1 and a second fastening base 30′ forfastening at the second fastening point P2 (FIG. 4).

In the upper area of the fastening rail 20 there is a first side guidedevice 40 and a second side guide device 40′ behind each other. The sideguide devices 40, 40′ differ in their detail design. The first sideguide device 40 is thus essentially an angle profile 41 that is movablymounted on the guide rail 20. It is designed to engage flatly in theprofile of containers 1 and freight pallets and to fix them in the Zdirection. The second side guide device 40′ has a much narrower boltclaw 41′ and is designed in such a way that it can fold downwards whenpassing over sideways. Both side guide devices 40, 40′ have fasteningpins 43, 43′ which engage in holes 24 a, 24 a′, 24 a″, 24 a″′ of thefastening rail 20 via holes in the side guide devices 40, 40′.

The holes 24 a, 24 a′, 24 a″, 24 a″′ provide (fixed) positions at whichthe first and/or second side guide device 40, 40′ can be fixed.

In the embodiment example described, the fastening rail 20 has more than5 holes 24 a, 24 a′, 24 a″, 24 a″′, 24 a″″, where the side guides 40,40′ can be fixed. The first hole 24 a is provided only a few centimeters(<3 cm) from the rear end of the fastening rail 20, so that the firstside guide device 40 can be brought into a position where a guide planedefined by the first side guide device 40 (approx. at 4.5 cm) coincideswith or is behind the first fastening point P1 (approx. at 5 cm). Whenthe first side guide device 40 is in this position, the available spaceon the upper cargo deck 110 can be optimally utilized. This can beadvantageous if cargo items, e.g. a container 1 (see FIG. 21), is turnedon the cargo deck. Also at the front end of the fastening rail 20 thereis a hole, namely the fourth hole 24 a″″, which is only a fewcentimeters away from the front end of the fastening rail 20. Thefastening pin 43′ is inserted in this fourth hole 24″″ and holds thesecond side guide device 40′ in such a way that it can be folded down tothe front beyond the fastening rail. In a preferred embodiment example,the fastening rail is beveled in this area.

The folding down of the second side guide device 40′ into a restposition is schematically indicated in FIG. 8. FIG. 8 also shows thefirst side guide device 40, which is fixed in different lockingpositions B, C, D, E. The second side guide device 40′ is located in thelatching position A. FIG. 8 also contains millimeter specifications,which indicate a distance between the guide plane specified by the firstside guide device 40 in the respective position and the first orfastening point P1 or P2.

As can be seen from FIG. 6, the fastening rail 20 has a cross-sectionwhich essentially corresponds to an X, wherein the ends of the X extendparallel to each other. Finally, in the upper area, there is a left anda right upper engagement strip 21 a and 21 b, respectively. In the lowerarea, a left and a right lower engagement strip 22 a and 22 b,respectively, are provided. As can be seen from FIG. 6, the firstfastening device grips the upper engagement strips 21 a, 21 b and thusprovides a positive locking, which makes it possible to move the firstfastening device back and forth in the longitudinal direction v in themanner of a carriage on the fastening rail 20. The positive lockingenables forces acting in the z-direction of the aircraft to betransmitted to the cargo deck via the fastening rail 20.

As shown in FIG. 4, the first side guide device 40 may have a guideroller 45 attached to the first side guide device 40 in such a way thatit can be moved together. The rotation axis of the first guide roller 45runs parallel to the longitudinal direction v of the side guide 10.

The second side guide device 40′ can be designed in the same way as thefirst side guide device 40 so that it can also be moved along thefastening rail 20. Alternatively, the second side guide device 40′ cansimply be fixed to predefined positions on the fastening rail 20 usingthe fastening pin 43′.

As already explained, the side guide 10 has the first fastening base 30(rear) and the second fastening base 30′ (front). As can also be seenfrom FIG. 6, the first fastening base 30 also embraces the fasteningrail 20, wherein a positive connection is made to the lower first andsecond engagement strips 22 a, 22 b. Furthermore, a guide groove 27 isprovided in the rear half of the fastening rail 20 on the underside (seeFIG. 5) of the fastening rail 20. This guide groove 27 has undercuts sothat, as shown in FIG. 6, a T-beam projection of the first fasteningbase 30 can engage. In this respect, z-forces are transferred to severalcontact surfaces. The first fastening base 30 can be moved back andforth in the rear area of the fastening rail 20.

Theoretically, it is conceivable to provide additional fastening devicesto fix the first fastening base 30 at certain positions relative to thefastening rail 20. In the described embodiment example of the invention,however, no such fastening devices are used, so that the first fasteningbase 30 is theoretically also movably mounted even when the side guide10 is installed (see FIG. 1).

The second fastening base 30′ can be arranged in a corresponding way onthe fastening rail 20. In the embodiment example shown in FIGS. 3 to 7,the fastening mechanism of the second fastening base 30′ differsconsiderably. The second fastening base 30′ can thus be inserted frombelow into corresponding fastening base holes 25, 25′, 25″, 25″′ of thefastening rail 20 using two guide pins provided for this purpose. Thusthe second fastening base 30′ is fixed in longitudinal direction vrelative to the fastening rail 20. On the upper side of the secondfastening base 30′, removable engaging elements can be mounted whichengage around the lower engagement strips 22 a, 22 b, so that z-forcescan also be dissipated via the second fastening base 30′.

Both the first fastening base 30 and the second fastening base 30′ aredesigned to be arranged in perforated rails 114 or in perforated railsegments 61.

The first fastening base 30 has a strip 34 which, as shown in FIG. 13,can be inserted obliquely into a perforated rail 114 or into aperforated rail segment 61. As soon as the strip 34 is inserted into theperforated rail segment 61, the side guide 10 can be folded downtogether with the first fastening base 30 and, optionally, with thesecond fastening base 30′, wherein the hole pin 31 opposite the strip 34engages in corresponding holes of the perforated rail segment 61. Inthis way, the strip 34 ensures that z-forces can be transferred in theattached state. The hole pins 31 secure the side guide against lateraldisplacement in the longitudinal direction (x-direction of theaircraft).

In the embodiment example shown in FIG. 5, two complete hole pins 31 areprovided.

It is possible to vary the number of existing hole pins according to theinvention. In a minimum version, only one hole pin 31 is provided.Theoretically, there may be more than two complete hole pins 31. Thecomplete hole pins shown in FIG. 5 have the shape of a semicircle in aview from below.

The second fastening base 30′ also has two hole pins 31′, which can beinserted from above into a corresponding perforated rail. These holepins 31′ are also designed to prevent a transverse displacement in theperforated rail 114 or in a perforated rail segment 61. To absorbz-forces, locking elements 32′ are provided on the side of the hole pins31′, which can be turned from a rest position into a locking position inwhich the second fastening base 30′ engages in the perforated rail 114in such a way that z-forces can also be dissipated.

In one embodiment, the side guide 10, as described in FIGS. 3 to 7, andthe side guide 10, as shown in FIGS. 10 and 11, can be arranged inobliquely extending perforated rail segments 61 and/or in obliquelyextending perforated rails 114. In this constellation, “obliquelyextending” means that the respective perforated rail 114 does not extendparallel to the longitudinal direction (x-direction) of the aircraft. Ina preferred embodiment example, the fastening rail 20 extends parallelto the transverse direction of the aircraft (y-direction) despite theobliquely extending perforated rails 114 or perforated rail segments 61.

In accordance with the invention, a corresponding arrangement of theside guide 10 is made possible by the fact that the first and/or thesecond fastening base 30, 30′ can be rotated in relation to thelongitudinal direction v of the fastening rail 20.

FIG. 11 shows an example of the first fastening base 30 in a basicposition in which the longitudinal direction v of the fastening rail 20forms a right angle with a perforated rail axis I defined by the pinprofile of the first fastening base 30. In the embodiment example, thefirst fastening base 30 can be rotated by ±15° in relation to this basicposition. As shown in FIG. 12, a certain (lateral) play is provided inthe positive locking between the fastening rail 20 and the firstfastening base 30 for this purpose. The play results from the fact thatthe rail width at least in the lower region (compare lower engagementstrips 22 a, 22 b) has a rail width D1 which is smaller than a firstclear width D2 of the fastening base. In addition, the base width D3 issmaller than the second clear width D4 of the first fastening base 30.The T-profile is also correspondingly spaced from the guide groove 27.In absolute values, the difference can be up to 7 mm, preferably 2 to 6mm.

In one embodiment example, the rail width D1 essentially corresponds tothe first clear width D2 and/or the base width D3 essentiallycorresponds to the second clear width D4. A twistability, e.g. by 10° to15°, can be achieved in this constellation in that the inner walls ofthe first and/or second fastening base 30, 30′ have a convex shape atleast in sections. This convex shape of the inner walls is preferablypresent where the inner walls rest vertically against sections of thefastening rail 20, in particular the engagement strips 22 a, 22 b,and/or corresponding vertical sections face the fastening rail 20 withvery little play.

In relative values, the difference can lie in the interval from 1 to 20,in particular in the interval from 5 to 15%. According to the invention,it is possible to provide only the first fastening base 30 or only thesecond fastening base 30′ with a corresponding play. In a preferredembodiment, both fastening bases 30, 30′ have a corresponding play.

As already explained, the first fastening base 30 is preferablyconnected to the Z-profile 118 of the aircraft via a fitting 60 (seeFIGS. 9 and 12). An appropriate fitting can be screwed or riveted whenconverting a passenger aircraft to a cargo aircraft with the Z-profile118. FIG. 13 shows a cross-section through a corresponding fitting 60,wherein the fitting has an angle in its lower area in order to abutflatly against the Z-profile 118. The perforated rail segment 61 isprovided in the upper area. Depending on the embodiment of the sideguides 10 or the first fastening base 30, this can have one hole, twoholes or three holes. Theoretically, it is also conceivable to providefor more than three holes. The embodiment shown in FIG. 13 comprises aprojection 62 on which panels can be arranged to form a walk-on area ofthe cargo deck.

FIGS. 14 to 20 explain another embodiment example of the fitting 60, asshown schematically in FIG. 13. Thus there are areas in the aircraftwhere the side profile is not designed as a Z-profile 118, but rather asa kind of box profile 118′. FIG. 14 shows a view of a cargo deck inwhich the side profile changes from a Z-profile 118 to a box profile118′. The transition essentially takes place with the frame 105″. Thesespecial areas are located in the area of the cargo deck where the wingbox is also located. Here, the side profiles must be arranged so thatthey can move in relation to the frames 105″, 105″′.

The embodiment of the fitting 60 shown in FIGS. 15 to 20 permitscorresponding movement in the transverse direction of the aircraft(y-direction), wherein forces acting in the x- or z-direction aredissipated into the frames, in particular into the frames 105″′. Forthis purpose, a carrier 70 is attached to the frame 105″′ with itsfastening body 71. The carrier 70 has a carrier nose 74, which projectsinto the interior of the aircraft along the transverse direction of theaircraft. The carrier nose 74 is received by a slide 65. For thispurpose, a receptacle 66 is provided, which preferably fits positivelyin the z-direction and in the x-direction on the carrier nose 74. In they-direction it allows a relative movement of the carrier nose 74relative to the slide 65. The slide 65 embraces, as shown in particularin FIG. 20, the box profile 118′ and is firmly screwed to the fitting60. A movement of the box profile 118′ relative to the slide 65 is notintended.

According to the invention, it is not inevitably necessary for thecarrier 70 with the fastening body 71 to be screwed to the side of aframe. Instead, the fastening body 71 can grip cantilevers of a frameand thus form a positive fit to the frame. Furthermore, it is possibleto attach the fastening body 71 to a base of the frame existing in thisarea or to connect the fastening body directly or indirectly to the wingbox. This has the advantage that high forces can be gently introducedinto this structure of the aircraft.

FIG. 21 shows a section through the fuselage of an aircraft. The upperand lower cargo decks 110 and 120 are shown in the section. Container 1is located on the upper cargo deck 110, slightly offset from the centerof cargo deck 110 (to the left in the image plane). The side guides 10,10′, 10″ according to the invention allow a corresponding staggeredarrangement due to the shiftability of the side guide devices 40, 40′.

In addition to optimum utilization of the cargo deck, this arrangementhas the advantage that hazardous goods that have to be checked duringthe flight can also be transported.

As indicated in the figure, areas that can be walked on by the personnelremain free.

LIST OF REFERENCE NUMERALS

-   -   1 Container    -   10, 10′, 10″ Side guide    -   20 Fastening rail    -   21 a, 21 b Upper engagement strip    -   22 a, 22 b Lower engagement strip    -   24 a, 24 a′, 24 a″, 24 a″′, 24 a″″ Hole    -   25, 25′, 25″, 25″′ Fastening base hole    -   27 Guide groove    -   30, 30′ Fastening base    -   31, 31′, 31″ Hole pin    -   32′ Blocking element    -   34 Strip    -   40, 40′ Side guide device    -   41 Angle profile    -   41′ Bolt claw    -   43, 43′ Fastening pin    -   44 Swivel axis    -   45 Guide roller    -   47 First guide carriage    -   48, 48′ Sloping surfaces    -   49, 49′ Spring bearing    -   60 Fitting    -   61 Perforated rail segment    -   62 Projection    -   65 Slide    -   66 Receptacle    -   70 Carrier    -   71 Fastening body    -   74 Carrier nose    -   100 Aircraft    -   101 Outer skin    -   105, 105′, 105″, 105″′ Frames    -   107, 107′ Shear beam    -   110 Upper cargo deck    -   111, 111′ Crossbeam    -   112 Longitudinal beam    -   114 Perforated rail    -   118 Z-profile    -   118′ Box profile    -   120 Lower cargo deck    -   v Longitudinal direction of the fastening rail    -   l Perforated rail axis    -   A, B, C, D Latching positions    -   D1 Rail width    -   D2 First clear width of the adapter    -   D3 Base width    -   D4 Second clear width of the adapter    -   L Rail length

The invention claimed is:
 1. A side guide for guiding and/or holdingcargo items, in particular containers and/or pallets, in an aircraft,comprising: a fastening rail extending in a longitudinal direction; atleast one side guide device which can be fastened to the fastening railin the longitudinal direction at different positions, at least one firstfastening device and at least one second fastening device for fasteningthe side guide to a cargo deck of the aircraft, wherein at least thefirst fastening device engages around the fastening rail and/or engagesin the fastening rail in such a way that the first fastening device isdisplaceable in the longitudinal direction of the fastening railrelative to the second fastening device.
 2. The side guide according toclaim 1, wherein the fastening rail has essentially a cross-section of adouble-T beam, wherein at least one of the fastening devices engagesaround a lower part of the double-T beam, and/or the at least one sideguide device engages around an upper part of the double-T beam.
 3. Theside guide according to claim 1, wherein at least one of the fasteningdevices is fastened to the fastening rail via a positive fit with playin such a way that the fastening rail can be rotated from a right-angledbasic position relative to the fastening device by at least 10 degrees.4. The side guide according to claim 1, wherein the side guide device ismounted on the fastening rail so as to be displaceable in thelongitudinal direction of the fastening rail.
 5. The side guideaccording to claim 1, wherein at least one guide roller is mounted inthe fastening rail such that the roller is rotatable about an axis ofrotation, wherein the guide roller is displaceably and/or relocatablyarranged in such a way that the axis of rotation extends essentiallyparallel to the longitudinal direction of the fastening rail.
 6. Theside guide according to claim 1, including a fastening pin for fixingthe at least one side guide device at the different positions withrespect to the fastening rail, wherein the fastening rail comprises aplurality of holes for receiving the fastening pin.
 7. The side guideaccording to claim 1, wherein the fastening rail has a width of at most10 cm and/or a rail length of at least 15 cm.
 8. The side guideaccording to claim 1, including at least two side guide devices, whereinone of the side guide devices comprises a stop and/or a bolt claw whichis fastened to the fastening rail in such a way that the stop or boltclaw can be pivoted from a raised working position into a lowered restposition, and/or wherein the stop or the bolt claw is rotatably fastenedabout a pivot axis to the fastening rail, wherein the pivot axiscomprises a fixing device via which forces occurring during holding aretransmitted to the fastening rail.
 9. The side guide according to claim8, wherein the stop or the bolt claw has inclined surfaces on at leastone side, which are designed for moving the stop or the bolt claw fromthe working position into the rest position when a cargo item passesover it in one direction, wherein the direction is different from aholding direction of the stop or the bolt claw.
 10. The side guideaccording to claim 1, wherein at least one of the fastening devices hasa strip for inserting the fastening device into a perforated rail alongan insertion direction and at least one pin opposite the strip forsecuring the fastening device against displacement transversely to theinsertion direction.
 11. A side guide group, comprising a plurality ofside guides according to claim 1, wherein the side guide devicescomprise at least one profile rail which is slidably mounted on thefastening rails.
 12. A cargo loading deck having at least one side guideaccording to claim
 1. 13. An aircraft having a cargo deck, in particularaccording to claim 12, wherein the aircraft comprises the followingload-bearing structural elements: outer skin of the aircraft, framesconnected to the aircraft outer skin; crossbeams attached to the frames;longitudinal beams fastened to the crossbeams; side profiles extendingparallel to the longitudinal beams; and shear beams connecting the sideprofiles to the aircraft outer skin; wherein the side guide comprises: afastening rail of the side guide extends in the transverse direction ofthe aircraft, the fastening rail is connected via a first fasteningpoint and a second fastening point to load-bearing structural elementsof the aircraft, and the first fastening point is located above one ofthe side profiles and the second fastening point is located above one ofthe crossbeams.
 14. The aircraft according to claim 13, wherein there isno further fastening point between the first and second fasteningpoints.
 15. The aircraft according to claim 13, wherein the firstfastening point is a maximum of 30 cm away from the aircraft outer skin.16. The aircraft according to claim 13, wherein the fastening rail isfastened to the side profile at the first fastening point via a fitting,and/or the fastening rail is fastened at the second fastening point to aperforated rail mounted on a crossbeam.
 17. The aircraft according toclaim 13, wherein the at least one side guide is arranged in the regionof a wing box of the aircraft, wherein the at least one side guide isconnected at the first fastening point to a slide and at the secondfastening point to one of the crossbeams, wherein the slide is movablyfitted on a projection in the transverse direction of the aircraft, saidprojection being connected to one of the frames and/or the wing box. 18.The aircraft according to claim 17, wherein the slide has a receptaclewhich extends in the transverse direction of the aircraft and in whichthe projection engages.